Baltic Sea Icebreaking Report 2005-2006

Home , Apu (1899 icebreaker), Gogland, Ice navigation, Kontio (icebreaker)

BALTIC ICEBREAKING MANAGEMENT

Table of contents

Foreword...... 3 Introduction...... 4 Overview of the icebreaking season (2005-2006) and its effect on the maritime transport system in the Baltic Sea region...... 5 Costs of icebreaking services in the Baltic Sea ...... 13 Winter navigation in the different parts of the Baltic Sea ...... 14 Bay of Bothnia ...... 14 Bay of Bothnia ...... 14 Sea of Bothnia...... 15 Gulf of Finland...... 15 Gulf of Riga ...... 18 Central Baltic ...... 19 South Baltic Coastline...... 19 Description of organisations and icebreakers engaged during the season 2005/2006...... 21 Sweden...... 21 Finland ...... 22 Russia...... 23 Estonia...... 24 Latvia ...... 25 Lithuania ...... 26 Poland ...... 26 Germany...... 27 Denmark...... 27 Progress report of BIM (Baltic Sea Icebreaking Management)...... 29

Foreword

Efficient navigation in the Baltic Sea all year round is an important factor for the functioning of the European transport system and is thus of common European interest.

Icebreaking is an important and integrated part of the maritime infrastructure. Efficient winter navigation requires cooperation between the icebreaking authorities in the Baltic Sea countries. The Baltic Sea countries are therefore working together for improved winter navigation through more efficient icebreaking services in the Baltic Sea. Cooperation with the industry is also of utmost importance.

You hold in your hand the first joint “Annual Baltic Sea Icebreaking Report”. The report is one attempt from BIM’s side to provide annual reporting on winter navigation and icebreaking beyond the national waters and to provide joint information about the progress and news within the area of winter navigation. This is one step towards the long-term vision of BIM to create a joint Baltic Icebreaking Service.

Tallinn, October 2006

Roy Jaan Chairman of BIM

Introduction

Baltic Icebreaking Management, BIM, is an organisation with members from all Baltic Sea states. BIM is a development of the annual meeting between Baltic Sea States icebreaking authorities which have assembled more than 20 years. The icebreaking authorities around the Baltic Sea decided during the year 2004 that BIM should function all year round and that its strategy should be to develop safe, reliable and efficient winter navigation between the Baltic Sea countries. The overall objective of BIM is to assure a well functioning maritime transport system in the Baltic Sea all year round by enhancing the strategic and operational cooperation between the Baltic Sea countries within the area of assistance to winter navigation. The vision is a joint Baltic Sea icebreaking service. The member countries of BIM are Finland, Russia, Estonia, Latvia, Lithuania, Poland, Germany, Denmark, Norway and Sweden.

Within the EU concept Motorways of the Sea, which is one priority project in the trans- European network, the Baltic Sea countries consider efficient winter navigation to be one priority area for cooperation.

Since the beginning of the sixties, there is an agreement at governmental level on cooperation in icebreaking operations in the Baltic Sea between Finland, Sweden, Denmark and Norway. Germany also participates in the icebreaking cooperation, but without an agreement at governmental level.

One important task of BIM is to inform stakeholders in the maritime sector and policy makers about winter navigation and icebreaking. There is a need for information about winter navigation and icebreaking that covers the whole Baltic Sea region. Several Baltic Sea countries prepare information about the winter navigation and icebreaking in their respective national waters. There has been a need to coordinate this country-specific information, improve the information and to distribute it to a wider target group. This “Joint Annual Baltic Icebreaking Report” is the first of its kind. The intention is that the report will be prepared on an annual basis.

This report aims to give an overview of the winter navigation season 2005/2006 for the Baltic Sea area. National reports can be found on www.baltice.org.

The report will also describe organisational changes in the icebreaking authorities or changes in icebreaking resources and provide a progress report of the Baltic Sea Icebreaking cooperation and the development of BIM.

Overview of the icebreaking season (2005-2006) and its effect on the maritime transport system in the Baltic Sea region

The Baltic Sea ice season of 2005-2006 could be classified as an average one. The maximum ice extent reached 210,000 km² (50% of the Baltic Sea was ice covered).

Figure 1. Maximum ice coverage in season 2005/2006.

The season started as mild, and the general ice formations occurred at the end of February. March was very cold, and the maximum ice extent occurred on 16 March (Fig. 1). According to statistical information, the ice extension exceeded that of an average winter (Fig. 3). In April there were night frosts, and the ice melting was slow (Fig. 2). In late May the ice disappeared from the northern Bay of Bothnia around the normal time.

This season, low temperatures in the southern part of the Baltic Sea created ice also in the German and Polish fairways (Fig 1). There was new ice in the Sound and along the southern coast of Sweden. March was very cold over the whole Baltic Sea area.

Monthly air temperature anomalies 2005-06

6,0

. 4,0

2,0 Oulu

0,0 Mariehamn C Deg. Oct. Nov. Dec. Jan. Feb. Mar. Apr. Malmö -2,0

-4,0

-6,0

Figure 2. Temperature anomalies in the Bay of Bothnia (Oulu), the Southern Sea of Bothnia (Mariehamn) and the Southwestern Baltic Sea (Malmö).

During the last 30 years there have been 8 severer and 21 milder seasons. One way to express how difficult the ice winter was is to measure the maximum ice extension. The maximum ice coverage this year was just above the limit to be classified as a severe winter. But due to mainly weak winds this season, the ice conditions were not very difficult for the maritime traffic.

400

350

300

250

200

150

100

0 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000

Figure 3. Maximum ice coverage in years 1900-2006. Ice extension above the upper line is classified as severe, between the lines normal, and below the lower line mild.

The most important factors for winter navigation are ice extension and wind direction/force. The ice conditions can be very difficult when strong wind creates pressure and ridges in the ice field. In conditions when a large number of vessels require towing assistance by icebreakers, long delays occur.

Figure 4. Ice ridge builds up against shore.

Only vessels with ice class are offered assistance from icebreakers when traffic restrictions are issued. Traffic restrictions are necessary for safe and efficient winter navigation. A vessel must have a strong hull that can withstand strain and stress from the sea ice. Sufficient engine power and ability to navigate independently in broken or light ice is important to avoid long delays. This winter, traffic restrictions were in force also in the Central Baltic.

Figure 5. Days of the year when traffic restrictions were in force in the different areas.

For safety reasons, the Baltic Sea countries have within HELCOM agreed on a joint policy when traffic restrictions shall be issued. For efficiency reasons, the icebreaking authorities can demand a lowest limit on vessels’ engine power as well.

Figure 6. HELCOM recommendations for traffic restrictions.

Figure 7. Table for corresponding ice classes.

Smaller vessels like buoy tenders and tugs with strong engines and hull are used as port icebreakers and for icebreaking mission in waters protected from drifting sea ice. In open sea areas that are affected by drifting sea ice with ridges and ice pressure, big sea icebreaker are required.

Figure 8. The total number of icebreakers in operation each week in the Baltic Sea during the season 2005/2006.

According to statistics from the Baltic Sea icebreaking authorities, 6732 vessels received assistance from icebreakers this season. Due to the great number of vessels visiting ports in the Gulf of Finland, most instances of assistance were carried out in this region.

Figure 9. A total of 6732 vessels where assisted by icebreakers during the icebreaking season in the Baltic Sea.

The longest sailing distance in sea ice is to the northernmost ports in the Bay of Bothnia. But due to the big number of vessels in the shorter fairway to the easternmost ports in the Gulf of Finland, the traffic is more affected by sea ice in this area, especially during periods with strong westerly winds when the icebreakers must tow many vessels one by one.

Figure 10. Sailing distance from ice edge during maximum ice extension, 16 March 2006 .

Crude carriers of aframax size (100 000 dwt) navigate in the Baltic Sea all year round. In severe ice conditions these large vessels require at least two sea icebreakers due to the wide beam. To support these big vessels the Russian icebreaking service is prepared to send an icebreaker to the Danish Great Belt if required during severe winters.

Accidents and incidents in sea ice The Technical University of Helsinki collects information on accidents related to navigation in ice. Shipowners and others within winter navigation are requested to report accidents, incidents and damages that are ice-related to [email protected] or to Ice Damage Database Helsinki University of Technology Ship Laboratory PL 5300 02151 TKK FINLAND

Only three vessels were reported this season, two collisions and one propeller. One of the vessels that collided sank in the Gulf of Finland. In comparison, about 100 vessels reported damages due to the severe ice conditions in the year 2003. Reports of accidents are difficult to get because often damages won’t appear until during the next dry docking.

Costs of icebreaking services in the Baltic Sea

Winter conditions cause various costs for vessel traffic in the Baltic Sea. The vessels’ fuel costs increase since speed is reduced by even half on average due to ice barriers when proceeding in ice at full effect, and approaching the quay can take hours. The harbour costs also increase, since the basin must be kept open by a harbour tug in order for the vessels to reach the quay.

Moreover, heating to keep equipment in working order despite outdoor temperatures below -20 ºC adds to the costs. Since it is difficult to estimate other costs, this report comprises only those related to icebreakers.

Finland

In Finland the costs for the stand-by period amount to approximately 20 million EUR, additional operational costs to approximately 5 million EUR, and fuel costs to 6-12 million EUR. Every winter 9 icebreakers are on standby for operation within 4 days mobilisation time and in addition to that the FMA has contracts with private tugboat companies for minor operations. The cost of the Finnish icebreaking services varies from 30 to 45 million euros depending on the winters’ degree.

Sweden

In Sweden the costs for the stand-by period amount to approximately 15 million EUR, additional operational costs to approximately 4 million EUR, and fuel costs to 2.5-9 million EUR. The cost of the Swedish icebreaking services varies from 22 to 36 million euros depending on the winters’ degree.

Estonia

In Estonia, the total cost of icebreaking in the 2005-2006 season amounted to approximately 1.9-2 million EUR, with about 0.9 million EUR accounting for the costs in the Pärnu Bay and 1 million for the Gulf of Finland. In the Pärnu Bay, the fuel costs during the icebreaking season of 2005-2006 were about 0.3 million EUR and operational costs about 0.2 million EUR, whereas the respective figures for the Gulf of Finland were 0.4 million EUR and 0.7 million EUR. In total, the fuel costs amounted to about 0.7 million EUR and operational costs 0.9 million EUR.

Winter navigation in the different parts of the Baltic Sea

Bay of Bothnia

The first traffic restrictions were initiated a couple of days before Christmas and reached their highest level, IA 4000 dwt, in March/April. The first icebreaker OTSO started the icebreaking operations on 17 December.

In the middle of January, cold weather required engagement from more icebreakers. In March, when the maximum ice extension was reached, a total of 7 sea icebreakers and 3 tugboats were engaged in accordance with the joint icebreaking plan.

The icebreakers in the Bay of Bothnia assisted 1870 merchant vessels and 319 towing operations were conducted. The average waiting time was 3 hours and 31 minutes. 66% of all the vessels did not have to wait for icebreaker assistance but 10% of the vessels had more than 4 hours waiting time (the so-called long waiting).

The icebreaking season in the Bay of Bothnia ended on 26 May.

Sea of Bothnia

Due to the fast ice-formation in the middle of January traffic restrictions were initiated on 14 January. Delays occurred at the beginning of the season when brash ice barriers of new ice very quickly built up and blocked the estuaries to some ports. Due to mainly good weather conditions during the season, no other long delays occurred in this area in spite of large ice coverage. The last traffic restriction was cancelled on 5 May.

Gulf of Finland

Port Port Assisted Restrictions Restrictions Restrictions Calls imposed lifted Turku 1166 0 07.02.06 24.04.06 Hanko 843 1 07.02.06 24.04.06 Koverhar 80 0 07.02.06 24.04.06 Inkoo 88 9 29.01.06 24.04.06 Kantvik 74 10 29.01.06 24.04.06 Helsinki 3155 130 29.01.06 24.04.06 Porvoo 586 69 29.01.06 24.04.06 Loviisa 126 49 24.01.06 24.04.06 Kotka 1274 221 24.01.06 24.04.06

Hamina 706 71 24.01.06 24.04.06

St.Petersburg 4747 Primorsk 402 Vyborg 234 Vysotsk 272 Vysotsk- 340 Lukoil-2 Ust-Luga 58

Sillamäe* 2 4 1) 11.02.06 1) IC, 2000kW

2) 13.04.06 2) IC, 1500kW

Kunda* 21 24 11.02.2006 13.04.06 IC, 2000kW (Loksa)* 1 Muuga* 142 27 11.02.2006 13.04.06 IC, 2000kW Paljassaare* 34 1 11.02.2006 13.04.06 IC, 2000kW Kopli Bay 49 4 11.02.2006 13.04.06 IC, 2000kW ports* Paldiski* 75 2 11.02.2006 13.04.06 IC, 2000kW

*In Estonian ports, instances of assistance to vessels were counted separately upon entrance and leaving.

The Estonian Meteorological and Hydrological Institute assessed the winter of 2005/2006 as moderate. In the Gulf of Finland, the icebreaking season in the Estonian territorial waters lasted from 7 February to 28 April 2006. The icebreaker TARMO operated in the Gulf of Finland.

The icebreaking season in the Russian ports of the Gulf of Finland was opened on 10 December 2005, and closed on 3 May 2006.

Ice conditions in the eastern part of the Gulf of Finland in 2005-2006

Ice formation in the shallow parts along the coast of Nevskaya Guba began on 4-5 December, 10 days later than average. For the whole December, ice formation was slow but steady. By the end of December all Nevskaya Guba and westerly to the longitude of the western edge of island Kotlin there was ice with the thickness of 15-25cm. A mild beginning of January was followed by a longer period of very cold weather with prevailing easterly winds. The quantity of ice and its thickness had rapidly increased. During February ice formation in the Gulf of Finland was continuous and quite intensive. By the end of the month the frontier of consolidated ice covering the fairways reached the longitude of the island Seskar. The thickness of the ice in the area of Nevskaya Guba reached 45-65cm,

which is higher than normal by 10cm. From the island Seskar to the longitude of the island Gogland there was fast partly consolidated drifting ice with the thickness of 30-50cm. Further to the west the ice reached the thickness of 15-30cm and expanded to the Pakri Peninsula. During the most part of March in the Gulf of Finland there was continuous ice formation which ended only in the last days of the month. By the end of the month in the area of Nevskaya Guba and westerly to the longitude of the island Seskar there was consolidated ice with the thickness of 40-65cm. The most heavy ice with thickness of 35-55cm was noticed from the island of Seskar to the longitude of the island Gogland. More westward there was ice with consolidation of 9-10 degrees and with thickness of 20-40cm, diminishing to 10- 30cm towards the edge. The edge of ice reached the longitude of the island Khiuma. During April in the Gulf of Finland there was continuous ice destruction which was accelerated in the third decade. The breaking of consolidated ice occurred on 11 April, which is 5-10 days later than what was characteristic of the last winters. By the end of the month the water area of Nevskaya Guba was completely cleared from ice. The heaviest ice with consolidation of 6-9 degrees and with thickness of 20-40cm remained in the area from the island Kotlin to the longitude of the island Gogland. In early May ice destruction was accelerated even more. By 2 May the fairways were completely clear of ice up to St. Petersburg. Complete ice destruction occurred on 7 May, when the ice disappeared in the south-eastern part of the Bierkezund strait. That happened 2- 5 days later than average. In general, as per the ice surface area and the thickness, the ice situation in the Gulf of Finland stayed within the range of a moderate winter. The difference from the typical moderate winter was that the thickness of ice in the water area of Nevskaya Guba in March and April was higher than normal by 5-10cm. From the point of view of icebreakers, assistance to ships during the winter was unfavourable as during the period of the most development ice quite fast change of situation made it difficult to choose the optimal routes for assistance in convoys.

Gulf of Riga

In the Gulf of Riga, the icebreaking operations started on 1 January 2006 for the traffic to/from the Port of Pärnu and ended on 28 April. The icebreaking operations to/from the Port of Riga began on 24 January 2006, and ended on 24 April 2006.

By 9 February, the ice had spread to the Irbe Strait with a thickness of up to 40 cm, partly ridged ice. This resulted in 80M in ice for vessels.

During the icebreaking season, the highest traffic restrictions were set for the traffic to/from the Port of Pärnu (IB Swedish/Finnish ice class, engine power 2000kW), and the highest restrictions set for the traffic to/from the Port of Riga was also IB Swedish/Finnish ice class. Latvian authorities also prohibited traffic for vessels of class “River-Sea”.

Port Icebreaking Port Assisted Restrictions Restrictions season Calls imposed 01.01.06 – 1) 01.01.06 1) IC, 2000kW 28.04.06 2) 15.02.06 2) IB, 2000kW

3) 13.04.06 3) IC, 1500kW

4) 21.04.06 4)ID, 1500kW

Pärnu 145 177 (into and out of port, separately counted) Riga 24.01.06 – 215 IC 24.04.06

Central Baltic

In the middle of March, the archipelagos and fairways along the Swedish coast in the Central Baltic became covered by ice. Delays occurred in Kalmarsund during a period in mid March due to strong ice pressure. The Danish icebreaker DANBJORN was chartered by the Swedish Icebreaking Service to strengthen the service in this area.

South Baltic Coastline

The ice season on the Baltic Sea South coast did not cause difficulties to merchant shipping. In Germany, local restrictions were set only in sheltered inner waters, but there were no restrictions for seagoing vessels. The icebreaking service was in force from the beginning of January to 4 April 2006.

In the area of Poland, the unusually cold weather in January caused ice formation and traffic restrictions were set. The ice did not cause any difficulties for the traffic to the ports in Eastern Poland, Gdansk and Gdynia, even when the thickness of the ice reached about 25 cm (mainly new ice and ice floe). No difficulties with traffic were reported during the whole winter season of 2005/2006 and the usage of icebreakers was not necessary. Alongside the berths, the terminal owners were responsible for keeping the water navigable. The maritime traffic to/from Świnouj ście/Szczecin was affected by the ice situation. The ice thickness

reached a maximum of about 40 cm. From the beginning of January to the end of March, the Harbour Master of Szczecin put into force traffic one way on the fairway Świnouj ście - Szczecin (from Brama Torowa No1 to the port of Szczecin). During this time, convoys were organized. Traffic restrictions were put into force starting from 9 January and were kept in force until 31 March. Usage of tug boats and pilots was made mandatory during the most difficult ice period.

On the fairway Świnouj ście - Szczecin, there were two icebreaking actions when the vessels got stuck in the ice. The first one was on 21 January 2006, which went on for two hours, the second one on 21 February 2006, which lasted for seven hours.

Ice news containing information about weather conditions, ice formation, vessel traffic and statements of Harbour Masters were available every day on the Internet and any time on request on VHF from VTS Świnouj ście/Szczecin.

No icebreaking activities were carried out to the Port of Klaipeda.

Description of organisations and icebreakers engaged during the season 2005/2006

Sweden

Icebreaking operations are managed by the Icebreaking Division of the Swedish Maritime Administration in Gothenburg and are based on the Swedish icebreaking regulation (2000:1149). It allocates icebreakers to work areas, issues traffic restrictions, monitors the operational situation and informs the shipping stakeholders of ice conditions and the traffic situation. Sweden controls eight icebreakers, of which the Swedish Maritime Administration owns five and has three on long-term charter from a private shipowner. All icebreakers are manned by a private shipping management company. Sweden and Finland use a jointly developed IT based on-line system, IB-Net (IceBreaker Net) for coordination of the joint icebreaking operations. IBNet contains information about the weather, ice conditions and traffic situation, and transmits the information between the different connected units (icebreakers, coordination centres, VTS etc.) In addition to the icebreakers, ice strengthened buoy tenders of the Swedish Maritime Administration and private tugboats are also engaged in the icebreaking service. Helicopters are chartered and used for ice reconnaissance and personnel transport in order to reduce time expenditure for icebreakers. Cooperation with the tugboats in ports is common around the coastline. The governmental fairway dues cover the costs for the icebreaking operations and no vessel that receives assistance from icebreaker is charged.

Icebreakers engaged by the Swedish icebreaking service 2005/2006

Name Type Engine power

ATLE Icebreaker 18.4 MW FREJ Icebreaker 18.4 MW YMER Icebreaker 18.4 MW ODEN Icebreaker 18.0 MW DANBJORN Icebreaker 8.7 MW BALTICA Buoy tender 2.6 MW SCANDICA Buoy tender 2.6 MW VISCARIA Tug 2.6 MW AXEL af RUNDVIK Tug 1.8 MW HERBERT Tug 2.1 MW PAMPUS Tug 0.9 MW

Finland

The Finnish Maritime Administration (FMA) is the national authority responsible for the assistance of winter navigation, its coordination, development and management nation-wide. The actual icebreaking services have been contracted out. As an expert on winter navigation, the FMA develops Finland’s icebreaking policy, taking into account the requirements of its clients (mainly the Finnish industry). The FMA also plays an active role in international cooperation. The FMA decides on the length of the assistance period, exemptions and traffic restrictions. On inland waterways, the authority and the right to arrange services have been delegated to the FMA Inland Waterways District. The traffic restrictions are normally made more stringent at a faster pace than the minimum HELCOM safety requirements, as the objective is to assure an efficient maritime traffic flow. Only vessels fulfilling the criteria of daily traffic restrictions are given assistance. In 2004 the icebreaking services were purchased from the Finnish State Shipping Enterprise (Finstaship) based on a contract. During a three-year transition period, the FMA has started opening up competition in the field, which will be completely free by the end of the year 2006. Finstaship is responsible for the management and daily operation of the icebreaking services to all 23 winter ports. The demands as to the standard of service are included in the freight contract. The main requirement is that vessels should not have to wait for an icebreaker for more than 4 hours on an average. Another goal for the Finnish icebreaker service standard is that 90% to 95% of vessels navigating in the ice field could get through without delay. In Finland no special fee is collected for the icebreaker service. All ships pay fairway fees based on ship size and ice class. The fairway dues are used to cover the costs of fairway maintenance and icebreaking services. The increased price for fuel affects the icebreaking costs heavily.

Icebreakers engaged by the Finnish Maritime Administration 2005/2006

Name Type Engine power (kW)

APU Icebreaker 12300 FENNICA Icebreaker 21000 FREJ Icebreaker 18400 KONTIO Icebreaker 21800 OTSO Icebreaker 21800 SISU Icebreaker 18400 URHO Icebreaker 18400 VOIMA Icebreaker 12800 VIDAR VIKING Icebreaker 13600 YMER Icebreaker 18400 (NORDICA) Icebreaker 21000 (BOTNICA) Icebreaker 15000

Icebreakers Nordica and Botnica were in off-shore operations in the North Sea in winter 2005-2006. Finstaship compensated for this by subcontracting the icebreakers Frej, Vidar Viking and Ymer.

Russia The icebreaker assistance in the eastern part of the Gulf of Finland is regulated by the Harbour Master of the Port of St. Petersburg (according to Direction of Ministry of Transport BP-113-p, 30.11.2001). The Harbour Master of the Port of St. Petersburg has the power to impose any shipping restrictions in the area for the traffic bound to or from Russian ports, based on actual ice conditions (according to article Nos. 74 & 76, Russian Federal Law No. 81-FZ, Russian Merchant Marine Code, 30.04.1999). The ice navigation assistance is conducted by the state-owned or state-chartered icebreakers and covers the ports of St. Petersburg (including merchant cargo-handling areas in Kronstadt, Lomonosov and Vasileostrovsky cargo area), Primorsk, Vyborg, Vysotsk and Ust-Luga. The state-owned icebreakers assist the inland transit navigation via Symens canal both ways. The ice-breaker fleet consists of the following ice-breakers:

Name Type Engine power

Captain Sorokin Icebreaker 18300 kW Ermak Icebreaker 30400 kW Semen Dezhnev Icebreaker 4000 kW Ivan Kruzenstern Icebreaker 4000 kW Captain Izmailov Icebreaker 3940 kW Captain Zarubin Icebreaker 4650 kW Admiral Makarov Icebreaker 30400 kW Mudjuk Icebreaker 9100 kW Karu Icebreaker 6450 kW Torr Icebreaker 10000 kW Yuri Lisyansky Icebreaker 4000 kW Captain Plakhin Icebreaker 4650 kW

The icebreaker assistance, as a rule, is conducted as follows: 1. Individual icebreaker assistance behind an icebreaker; 2. Icebreaker assistance in a convoy; 3. Independent ice navigation following icebreaker recommendations and strictly under her supervision. Icebreaker assistance is given to the ships which do not fall under the acting restrictions in the ports of their destination. Icebreaker assistance for the traffic coming from the sea is conducted from the point where the convoy is formed to the inner road of the port, and the ships leaving the port are assisted from the inner road to the area next to the convoy forming point (CFP).

All the ships coming from the sea are prohibited from entering the ice east of the convoy forming point (CFP) without permission of the icebreaker. The Masters of the ships sailing independently upon receiving the permission of the icebreaker are to report to the icebreaker while passing the established control points of the recommended route and inform of the ice situation in the area. If such a ship gets stuck, the icebreakers are to release them and correct their recommended route or get them in the convoy for further motion. The Masters of the ships are not recommended to rely on data regarding recommended routes received from other ships and not confirmed by the Master of the icebreaker. When the ice thickness over the approach fairways leading to Russian ports in the eastern part of the Gulf of Finland becomes considerable, the Harbour Master of St. Petersburg imposes restrictions on ships the ice class and the main engine capacity of which are not sufficient for navigation under prevailing circumstances. The permission to enter the port or the icebreaker assistance to ships under restrictions due to their ice class is granted in exceptional cases, after detailed study of their ice certificates (“Ice passport” or “Provisional recommendations on ice safety”) issued by a recognized institution. The permission to enter the port or icebreaker assistance to a ship under restrictions due to her main engine capacity may be granted in case her ice class meets the requirements. The ships whose age exceeds 20 years, as a rule, are not permitted entry in case they are under restrictions. In case such permission is granted to a ship falling under one of the restrictions established, a particular icebreaker is allocated for her assistance and the Master of that icebreaker has the authority to determine the best way to render such assistance.

Estonia

The responsible organisation for icebreaking in Estonia is the Estonian Maritime Administration. The Director-General of the Estonian Maritime Administration decides on traffic restrictions and directives on winter navigation. The icebreaking coordination centre consisted of 12 members in 2006, chaired by the Head of the Maritime Safety Division of the Maritime Administration, and acts as an advisory board for the Director-General in icebreaking issues.

Ports that are serviced by state ice-breakers are Muuga Harbour, harbours of Tallinn and Kopli Bay, Paldiski North Harbour, Paldiski South Harbour, Kunda Harbour and Pärnu Harbour, and since 2006 also the port of Sillamäe in the eastern part of Estonia, which is currently being developed further by private investors. The port has been constructed to allow for vessels up to 100 000 tonnes. The new port received the first ship in February 2006.

Currently, Estonia has one icebreaker, TARMO, to operate in the Gulf of Finland area, and the new multi-purpose vessel EVA 316 to operate in the Pärnu Bay. Until 2006, icebreaking to the port of Pärnu was carried out by tugboats from Finland or Estonia.

For the first time this winter the new multi-purpose vessel EVA 316 in the Pärnu Bay was used. The EVA 316 was given a lengthened and strengthened hull during its conversion into

a multi-purpose vessel. It was modified to maintain buoys, carry out ice-breaking activities, tow vessels, and give assistance in fire-fighting and oil combating situations. For the EVA 316, a new bow was built, which makes ice-breaking possible; the old machinery was replaced with three new diesel generators; also the stern section was modified and new Azimuth thrusters, a towing winch and two fire monitors were installed in the stern. The middle part of the hull was lengthened by 8 metres and the lengthened part now contains oil combating systems and two storage tanks (a total of 196m 3). In the winter period it is possible to install oil combating systems for collecting oil in ice conditions. This equipment has been developed by the Finnish Environment Institute.

The conversion was carried out in 14 months; the total cost amounted to approximately 8.8 million euro.

Multi-Purpose Vessel EVA 316 Ice class 1A SUPER Length 57.94m Width 12.20m Draught 3.80m Main engine power 3x1717kW Gross tonnage 907

Finland and Estonia recently finished an EU twinning project on maritime safety, of which icebreaking was one important component. The objective was to elaborate a new icebreaking concept for Estonia, on the basis of which the icebreaking strategy was created and approved by the government at the beginning of 2006. The government allocated funds for building one multi-purpose icebreaker to be operated in the Gulf of Finland. The new icebreaker should be launched around 2009. In addition, the government agreed in principle that a second multi-purpose icebreaker can also be built in the near future.

Icebreakers engaged by the Estonian Maritime Administration 2005/2006

Name Type Engine power

Tarmo icebreaker 4x2530kW EVA 316 multi-purpose icebreaker 3x1717kW Mars tugboat 2680 kW

Latvia

Latvia has three international sea ports: Riga, Ventspils and Liepaja. There is one icebreaker, the VARMA, which is owned and operated by the Port of Riga, for approximately 10 years. VARMA mainly operates in the Irbe Strait. The icebreaking in Ventspils and Liepaja is carried out by tugboats. There are plans to replace the VARMA with a new icebreaker.

The estuary to the Port of Riga is affected by silting and maintenance dredging is essential to keep the depth in the fairway. A combined icebreaker/dredger should be a good solution when such investment is useful every year.

Name Type

VARMA icebreaker

Lithuania

The port of Klaipeda is the northernmost ice-free port in the eastern Baltic coast. Klaipeda State Seaport Authority (KSSA) is the responsible organisation for icebreaking in Klaipeda harbour waters. The Lithuanian fairways are open all year round. There are no demand and necessity for icebreaking service in the Lithuanian coastal waters, to the border to the port area or in Butinge Terminal. During severe winters, private tugboats carry out icebreaking. In total, 11 tugboats operate in the port of Klaipeda.

Poland

In Poland the access to main seaports is the responsibility of the Maritime Administration on behalf of the Minister of Infrastructure. The Polish coast is presently divided into three parts, and Directors of Maritime Offices in Gdynia, Szczecin and Slupsk respectively are responsible for keeping approaches to their ports navigable and safe, also in winter season. Since Poland has no icebreakers in the State service, the icebreaking on the approaches, roads and anchorages of the main and selected smaller ports is carried out by strong port tugs contracted from commercial tug companies. Harbour Masters of Gdynia and Szczecin and an especially designated officer from the Maritime Office in Slupsk are responsible for the operational level of the task. Before winter season come the Harbour Master’s notes from the operators of tugs on their readiness to render icebreaking service. And during winter season they receive reports from harbours in their respective regions, and give orders to start or stop icebreaking. The information on the ice situation can be reached on the page of the Meteorological Institute in Gdynia, www.imgw.pl, also in English. This information is also sent to a number of subscribers. During severe winters small ports are not “protected” and their fishing vessels operate from the bigger ports. Icebreaking in the ports is the responsibility of the harbour or terminal authorities. Icebreaking outside the approaches to the ports may be rendered on request, on a commercial basis.

Germany

In Germany the Ice Service is under the responsibility of the Waterways and Shipping Administration on behalf of the Ministry of Traffic, Building and Housing. The German Ice Service is divided into two parts, ice information and icebreaking. The German hydrographical office BSH deals with ice observation and information service, and the Waterways and Shipping Directorate North organises the icebreaking service for the harbours, coastal and sea regions in the German part of the Baltic Sea. The German ice service plan is set up annually by the responsible authority, listing all available vessels which are able to break ice, giving information on the respective areas of icebreaking service, the expected ice situation, etc.

For missions of icebreaking on the coastal and sea area different vessels are available: 1) Multi-Purpose Vessel “Neuwerk“ 8.400 kW 2) Multi-Purpose Vessel “Mellum“ 6.620 kW 3) Multi-Purpose Vessel “Arkona” 3.700 kW 5) Emergency Tug “Bülk“ 2.320 kW

In addition to that, a number of smaller tugboats and river-icebreakers are available for the inner coastal waters and harbours.

Because the ice situation in Germany does not call for icebreaker assistance every year, the operation of multifunction vessels capable of icebreaking is most useful. With “Neuwerk”, “Mellum” and the new multifunction vessel “Arkona”, Germany has a good combination between effective environmental protection and icebreaking during the wintertime along the coast and the affected international waterways.

Denmark

The Danish Ice Service is the responsibility of the Minister of Defence. On behalf of the minister the Danish Ice Service is managed by the navy. The Ice service is divided into two parts, ice reporting and icebreaking. One naval officer deals with ice matters on the operational level, supported during winter by Admiral Danish Fleet Operations centre, which takes care of reports from the ice observers. The ice reporting service consists of 110 observers along the Danish coastline and about 25 observers on board ferries. They report to the Admiral Danish Fleet whenever there is ice in their respective areas. The ice observations can be accessed on Admiral Danish Fleet homepage, and they are still sent by fax to a number of subscribers. The expense of the ice service is paid for by harbours inside the Skaw with a water depth larger than 5m and shipping calling on Danish ports during winter period, from 15 December to 31 March. The Danish Navy presently operates 3 icebreakers, DANBJØRN (built 1965), ISBJØRN (built 1966) and THORBJØRN (built 1980). DANBJØRN and ISBJØRN are expected to be in service until 2015, while THORBJØRN is expected to be in service until 2010.

Apart from its own icebreakers the Ice Service also makes use of tug boats which are hired on a case to case basis. For icebreaking on the Limfjorden west of Aalborg the Ice Service has an agreement with a Danish tug boat company who keeps a tug boat on 24-hour notice during the period from 15 December to 31 March. Each winter period, from 15 December to 31 March the navy’s Icebreakers are kept on a 48- hour notice. Apart from a small maintenance crew they are not fully manned continuously. If they are activated they will be crewed by naval personnel from other services within the navy. The Danish Ice Service current capacity of 3 icebreakers is widely recognised as being insufficient. Several inquiries have been made to look into the possibilities regarding organisation and capacity. The latest inquiry was made by a working group within the Danish Navy who issued a report concerning Danish icebreakers in the future. The report recommends having two icebreakers for shallow waters, with a draft of approximately 4.5 meters, and two larger icebreakers, with a draft of approximately 6.5-7 meters, capable of breaking a channel of approximately 20 meters. It is not every year that the ice situation in Denmark calls for icebreaker assistance. So in order to have more effective vessels the working group has been looking into multifunction vessels capable of icebreaking, with environmental protection capability, and possibly more functions e.g. FIFI, towing etc. In the near future Denmark has to replace some of the environmental protection ships. Also for these a working group is considering if multifunction vessels are possible to use, to save money, but also to have the possibility of using the vessels more effectively in environmental protection and icebreaking or both at the same time. The time frame for the first shallow water vessel is recommended to be in the very near future, but no decisions have been made.

Name Type Engine power DANBJOERN Icebreaker 8.7 MW ISBJOERN Icebreaker 8.7 MW THORBJOERN Icebreaker 4.7 MW

Progress report of BIM (Baltic Sea Icebreaking Management)

One important topic is to find solutions for how the existing Baltic Sea icebreakers can be utilised in other nations’ icebreaking services.

The Nordic countries have an agreement for cooperation that was signed in the early sixties. Estonia and Sweden have prepared a charter party with conditions in case a Swedish icebreaker is available and needed in Estonia.

BIM is working with three projects supported by the Trans European Network, TEN, within the concept, Motorways of the Sea.

ICE-WEB A joint website (www.baltice.org) for ice information and icebreaking service is under construction. On this site stakeholders within winter navigation can find daily updated information from the whole Baltic Sea area about ice extension/conditions, traffic restrictions, icebreakers in operation, etc.

INSTRUCTION MOVIE An instruction movie is under construction. The aim is that this movie shall be used onboard vessels as a training tool for inexperienced ice navigators. This movie could be a part of the safety manual onboard all vessels which have an ice class. The movie shall be available for downloading from the ice-web free of charge.

INDEPENDENT ORE CARRIER An assessment on frequent lines in areas that are covered by sea ice for a long time every winter is being carried out. The aim is to find a solution for frequent lines that require a large amount of the icebreaking resources could be served by icebreaker independent vessels.

The ore transports in the Bay of Bothnia require almost one icebreaker full time. If the next generation ore carrier can navigate independent of icebreakers, one icebreaking resource will be available for missions in other regions.

The above mentioned projects will be completed by the end of the year 2006.